Aerial vehicle airframe design and manufacturing

ABSTRACT

An airframe design may include a bonded frame or assembly, and one or more components that may be removably attached to the bonded frame. The bonded frame may include struts, central bulkheads, a tail section, a plurality of wing sections, and motor mounts that are adhered together using adhesive. The one or more attachable components may include a forward fuselage, motors, propellers, motor pod fairings, stabilizer fins, and landing gear that are attached using fasteners. The bonded frame may reduce the number of parts of the airframe design and may also reduce complexity, cost, and weight, while also increasing stiffness and strength. Further, the various attachable components may facilitate fabrication, assembly, and maintenance of an aerial vehicle having the airframe design.

BACKGROUND

Unmanned vehicles, such as unmanned aerial vehicles (“UAV”), ground, orwater based automated vehicles, are continuing to increase in use. Forexample, UAVs are often used by hobbyists to obtain aerial images ofbuildings, landscapes, etc. Likewise, unmanned ground based units areoften used in materials handling facilities to autonomously transportinventory within the facility. However, design, manufacturing, andassembly of aerial vehicles may be complex, difficult, and expensive.Accordingly, there is a need for aerial vehicle designs to lower weight,increase stiffness, reduce costs, and facilitate fabrication, assembly,and maintenance.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a schematic, expanded, front perspective view diagram ofexample struts and central bulkheads of an airframe design, inaccordance with implementations of the present disclosure.

FIG. 1B is a schematic, bonded, front perspective view diagram ofexample struts and central bulkheads of an airframe design, inaccordance with implementations of the present disclosure.

FIG. 1C is a schematic, expanded, front perspective view diagram of anexample tail section of an airframe design, in accordance withimplementations of the present disclosure.

FIG. 1D is a schematic, bonded, front perspective view diagram of anexample tail section of an airframe design, in accordance withimplementations of the present disclosure.

FIG. 2 is a schematic, bonded, rear perspective view diagram of anexample tail section of an airframe design, in accordance withimplementations of the present disclosure.

FIG. 3A is a schematic, expanded, front perspective view diagram ofexample upper and lower wing sections and brackets of an airframedesign, in accordance with implementations of the present disclosure.

FIG. 3B is a schematic, bonded, front perspective view diagram ofexample upper and lower wing sections and brackets of an airframedesign, in accordance with implementations of the present disclosure.

FIG. 3C is a schematic, bonded, front perspective view diagram ofexample upper and lower side wing sections and brackets of an airframedesign, in accordance with implementations of the present disclosure.

FIG. 4A is a schematic, bonded, front cutaway perspective view diagramof an example upper wing section and bracket of an airframe design, inaccordance with implementations of the present disclosure.

FIG. 4B is a schematic, bonded, front cutaway perspective view diagramof an example lower side wing section and bracket of an airframe design,in accordance with implementations of the present disclosure.

FIG. 4C is a schematic, bonded, front inner perspective view diagram ofexample upper and lower side wing sections and bracket of an airframedesign, in accordance with implementations of the present disclosure.

FIG. 4D is a schematic, bonded, front outer perspective view diagram ofexample upper and lower side wing sections and bracket of an airframedesign, in accordance with implementations of the present disclosure.

FIG. 5A is a schematic, cross-sectional view diagram of an example wingsection of an airframe design, in accordance with implementations of thepresent disclosure.

FIG. 5B is a schematic, plan view diagram of an example wing section ofan airframe design, in accordance with implementations of the presentdisclosure.

FIG. 6A is a schematic, bonded and assembled, front perspective viewdiagram of example motor mounts and forward fuselage of an airframedesign, in accordance with implementations of the present disclosure.

FIG. 6B is a schematic, front perspective view diagram of an exampleforward fuselage of an airframe design, in accordance withimplementations of the present disclosure.

FIG. 6C is a schematic, side perspective view diagram of an exampleassembled, forward fuselage of an airframe design, in accordance withimplementations of the present disclosure.

FIG. 7A is a schematic, bonded, rear perspective view diagram of examplemotor mounts of an airframe design, in accordance with implementationsof the present disclosure.

FIG. 7B is a schematic, bonded, front perspective view diagram ofexample motor mounts of an airframe design, in accordance withimplementations of the present disclosure.

FIG. 8A is a schematic, assembled, front perspective view diagram ofexample motors, propellers, motor pod fairings, and stabilizer fin of anairframe design, in accordance with implementations of the presentdisclosure.

FIG. 8B is a schematic, front perspective view diagram of an examplestabilizer fin of an airframe design, in accordance with implementationsof the present disclosure.

FIG. 8C is a schematic, side perspective view diagram of an examplestabilizer fin and tail section mount of an airframe design, inaccordance with implementations of the present disclosure.

FIG. 9 is a schematic, assembled, side view diagram of example landinggear of an airframe design, in accordance with implementations of thepresent disclosure.

FIG. 10 is a flow diagram illustrating an example vehicle bondingprocess, in accordance with implementations of the present disclosure.

FIG. 11 is a flow diagram illustrating an example vehicle assemblyprocess, in accordance with implementations of the present disclosure.

DETAILED DESCRIPTION

As is set forth in greater detail below, implementations of the presentdisclosure are directed to an aerial vehicle airframe design that mayreduce weight, complexity, and cost, while also improving stiffness,fabrication, assembly, and maintenance of the aerial vehicle.

In example embodiments, the airframe or frame of the aerial vehicle maycomprise a plurality of bonded components, including struts, bulkheads,a tail section, wing sections, brackets or joints, and/or motor mounts.The bonded frame or assembly may reduce the number of componentsincluded in the frame, thereby also reducing weight and cost of theframe. Further, the bonded frame or assembly may improve the stiffnessof the frame as a whole.

In addition, the airframe or frame of the aerial vehicle may comprise aplurality of assembled components, including a forward fuselage, motors,propellers, motor pod fairings, stabilizer fins, and/or landing gear.Further, the forward fuselage and/or other portions of the frame maycomprise a plurality of assembled components, such as processors,controllers, avionics, electronics, sensors, power supplies, antenna,package delivery systems, packages, or other subsystems or components.The assembled components may be removable and/or replaceable tofacilitate assembly and/or maintenance of the aerial vehicle.

In this manner, the bonded frame or assembly may provide a lightweight,cost-effective, and robust structural frame of the aerial vehicle.Moreover, the assembled components may be designed or configured toimprove assembly and/or maintenance of the aerial vehicle.

FIG. 1A is a schematic, expanded, front perspective view diagram ofexample struts and central bulkheads of an airframe design, inaccordance with implementations of the present disclosure. FIG. 1B is aschematic, bonded, front perspective view diagram of example struts andcentral bulkheads of an airframe design, in accordance withimplementations of the present disclosure.

The airframe design may include two vertical struts 102-1, 102-2 and onehorizontal strut 104. The struts 102, 104 may extend substantiallyacross an entire respective dimension, e.g., length, width, height,etc., of the aerial vehicle. Because the struts 102, 104 may eachcomprise a single continuous structure, the struts 102, 104 may not haveany intervening joints or interfaces between disparate portions orsections of each strut, thereby increasing or improving stiffnessassociated with each of the struts 102, 104.

The shapes of each strut 102, 104 may be formed to increase or improvestiffness and load distribution across the airframe. For example, eachstrut 102, 104 may be shaped or formed to position respective motormounts, motors, and propellers at particular positions and orientationsrelative to the airframe. In addition, each strut 102, 104 may be shapedor formed to intersect and bond with respective wing sections atparticular positions and orientations relative to the airframe.

Further, each strut 102, 104 may have a substantially box-shapedcross-section toward a center of the airframe, e.g., proximate to thecentral bulkheads as further described herein. In addition, each strut102, 104 may have an airfoil cross-section, or modified airfoilcross-section, at other portions of the airframe, e.g., away from thecentral bulkheads. A modified airfoil cross-section may be substantiallysimilar to a standard airfoil cross-section, except that a trailing edgeof the standard airfoil cross-section may be removed or cut off for themodified airfoil cross-section. In some example embodiments, a separatetail section or trailing edge may be bonded or fastened to the modifiedairfoil cross-section, in which the separate tail section or trailingedge may constitute a conduit for power and/or data communication linesor wires. Moreover, various aspects of the airfoil cross-section, ormodified airfoil cross-section, may be determined based on the desiredlift, moments, or other forces generated by portions of the struts 102,104 during flight, such as chord length, thickness, camber, leadingedge, trailing edge, or other aspects of airfoil or modified airfoilcross-sections.

The struts 102, 104 may be formed of various materials, such as carbonfiber, composites, aluminum, other metals, plastics, other materials, orcombinations thereof. In example embodiments, the struts 102, 104 maypreferably be formed of carbon fiber or other composites, e.g., usingone or more plies of carbon fiber or other composites.

The central bulkheads 106 may comprise a forward central bulkhead 106-1and an aft central bulkhead 106-2. The forward central bulkhead 106-1may be positioned relatively closer to a forward flight direction of theaerial vehicle in a horizontal flight configuration, and the aft centralbulkhead 106-2 may be positioned relatively farther from a forwardflight direction of the aerial vehicle in a horizontal flightconfiguration.

The central bulkheads 106 may be shaped as substantially flat plates andmay include flanges along one or more edges that are configured tocontact and bond with other portions of the airframe design, e.g., withportions of the struts 102, 104 and/or a tail section as furtherdescribed herein. In addition, the forward central bulkhead 106-1 mayinclude various holes, slots, fasteners, nuts, or other attachmentelements configured to facilitate removable coupling of a forwardfuselage and/or various attachable components as further describedherein. Further, the aft central bulkhead 106-2 may include variousholes, slots, fasteners, nuts, or other attachment elements configuredto facilitate removable coupling of various attachable components atleast partially within the tail section as further described herein. Thevarious attachable components may include processors, controllers,avionics, electronics, sensors, power supplies, antenna, packagedelivery systems, packages, or other subsystems or components.

The central bulkheads 106 may be formed of various materials, such ascarbon fiber, composites, aluminum, other metals, plastics, othermaterials, or combinations thereof. In example embodiments, the centralbulkheads 106 may preferably be formed of carbon fiber or othercomposites, e.g., using one or more plies of carbon fiber or othercomposites.

As shown in FIG. 1B, the struts 102, 104 and central bulkheads 106 maybe bonded together, e.g., using film adhesive, paste adhesive, or othertypes of adhesives, to form a portion of the airframe.

For example, the vertical struts 102-1, 102-2 may each be bonded to thehorizontal strut 104, such as at interfaces proximate and above thecentral bulkheads 106. In addition, the forward central bulkhead 106-1may be bonded to forward surfaces of the box-shaped portions of each ofthe vertical struts 102-1, 102-2, and may be bonded to an underside ofthe box-shaped portion of the horizontal strut 104. Further, the aftcentral bulkhead 106-2 may be bonded to rearward surfaces of thebox-shaped portions of each of the vertical struts 102-1, 102-2.

In this manner, the bonded struts 102, 104 and central bulkheads 106 mayform a portion of the overall structure of the airframe design.

FIG. 1C is a schematic, expanded, front perspective view diagram of anexample tail section of an airframe design, in accordance withimplementations of the present disclosure. FIG. 1D is a schematic,bonded, front perspective view diagram of an example tail section of anairframe design, in accordance with implementations of the presentdisclosure. FIG. 2 is a schematic, bonded, rear perspective view diagramof an example tail section of an airframe design, in accordance withimplementations of the present disclosure.

The tail section may comprise a plurality of tail section panels 108,including an upper tail section panel 108-1, a lower tail section panel108-2, and two side tail section panels 108-3, 108-4, as well as a tailsection bulkhead 210, as shown in FIG. 2 . The plurality of tail sectionpanels 108 may contact and bond with portions of the struts 102, 104 andbulkheads 106 and may extend substantially away from a forward flightdirection and toward a rear of the aerial vehicle in a horizontal flightconfiguration.

The plurality of tail section panels 108 may be shaped as substantiallyflat and/or partially curved plates and may include flanges along one ormore edges that are configured to contact and bond with other portionsof the airframe design, e.g., with portions of the struts 102, 104, thecentral bulkheads 106, and/or portions of adjacent tail section panels108 as further described herein. In addition, the tail section bulkhead210 may be shaped as a substantially elongated beam or bracket thatextends left-to-right relative to a forward flight direction of theaerial vehicle in a horizontal flight configuration.

Further, the plurality of tail section panels 108 and the tail sectionbulkhead 210 may include various holes, slots, fasteners, nuts, or otherattachment elements configured to facilitate removable coupling ofvarious attachable components as further described herein. For example,as shown in FIG. 2 , the upper tail section panel 108-1 may include aslot or hole 207 to provide a floating connection for a verticalstabilizer as further described herein. The various attachablecomponents may include processors, controllers, avionics, electronics,sensors, imaging devices, power supplies, antenna, package deliverysystems, packages, elastomeric dampers, or other subsystems orcomponents.

The plurality of tail section panels 108 and the tail section bulkhead210 may be formed of various materials, such as carbon fiber,composites, aluminum, other metals, plastics, other materials, orcombinations thereof. In example embodiments, the plurality of tailsection panels 108 may preferably be formed of carbon fiber or othercomposites, e.g., using one or more plies of carbon fiber or othercomposites, and the tail section bulkhead 210 may preferably be formedof aluminum or other metals.

As shown in FIGS. 1D and 2 , the plurality of tail section panels 108and the tail section bulkhead 210 may be bonded together with portionsof the struts 102, 104, the central bulkheads 106, and/or portions ofadjacent tail section panels 108, e.g., using film adhesive, pasteadhesive, or other types of adhesives, to form a portion of theairframe.

For example, the upper tail section panel 108-1 may be bonded to aportion of the horizontal strut 104, such as an upper surface orrearward surface of the box-shaped portion of the horizontal strut 104.In addition, the upper tail section panel 108-1 may be bonded toportions of the vertical struts 102, such as inner surfaces of thebox-shaped portions of each of the vertical struts 102. Further, theupper tail section panel 108-1 may be bonded to upper surfaces of thecentral bulkheads 106, and may be bonded to portions of the two sidetail section panels 108-3, 108-4.

The lower tail section panel 108-2 may be bonded to portions of thevertical struts 102, such as inner surfaces of the box-shaped portionsof each of the vertical struts 102. In addition, the lower tail sectionpanel 108-2 may be bonded to lower surfaces of the central bulkheads106, and may be bonded to portions of the two side tail section panels108-3, 108-4.

The two side tail section panels 108-3, 108-4 may be bonded to a portionof the horizontal strut 104, such as a lower surface or rearward surfaceof the box-shaped portion of the horizontal strut 104. In addition, thetwo side tail section panels 108-3, 108-4 may be bonded to portions ofthe vertical struts 102, such as outer surfaces of the box-shapedportions of each of the vertical struts 102. Further, the two side tailsection panels 108-3, 108-4 may be bonded to outer surfaces of thecentral bulkheads 106, and may be bonded to portions of the upper andlower tail section panels 108-1, 108-2.

Further, as shown in FIG. 2 , the tail section bulkhead 210 may bebonded to portions or flanges of the upper tail section panel 108-1, thelower tail section panel 108-2, and/or the two side tail section panels108-3, 108-4.

In this manner, the bonded tail section panels 108 and tail sectionbulkhead 210 may form the structure, e.g., similar to a bonded uni-bodystructure or exoskeleton, for the tail section. Further, the bondedstruts 102, 104, central bulkheads 106, plurality of tail section panels108, and tail section bulkhead 210 may form a portion of the overallstructure of the airframe design.

In an alternative example embodiment, one or more portions of the tailsection, including one or more of the plurality of tail section panels108 and/or the tail section bulkhead 210, may be integrally formed withone or more of the central bulkheads, including the forward centralbulkhead and/or the aft central bulkhead. With the integral formation ofone or more portions of the tail section with one or more of the centralbulkheads, the number of parts of the bonded frame or assembly may befurther reduced, thereby reducing complexity, cost, and weight, whilealso improving strength and stiffness of the overall structure of theairframe design.

FIG. 3A is a schematic, expanded, front perspective view diagram ofexample upper and lower wing sections and brackets of an airframedesign, in accordance with implementations of the present disclosure.FIG. 3B is a schematic, bonded, front perspective view diagram ofexample upper and lower wing sections and brackets of an airframedesign, in accordance with implementations of the present disclosure.

The upper and lower wing sections 312-1, 312-2 may comprise a wing box,a leading edge section, and a trailing edge section as further describedherein at least with respect to FIGS. 5A and 5B. The upper and lowerwing sections 312-1, 312-2 may have airfoil cross-sections and may beshaped as substantially straight or flat wing sections that extendbetween first, upper ends of the vertical struts 102 for the upper wingsection 312-1, or between second, lower ends of the vertical struts 102for the lower wing section 312-2. The upper and lower wing sections312-1, 312-2 may extend substantially left-to-right relative to aforward flight direction of the aerial vehicle in a horizontal flightconfiguration.

Ends of the upper and lower wing sections 312-1, 312-2 may includeflanges configured to contact and bond with other portions of theairframe design, e.g., with portions of the struts 102 and/or portionsof upper or lower side wing sections as further described herein, viaone or more brackets or joints 316-1, 316-2. In addition, the upper wingsection 312-1 may include one or more, e.g., two, control surfaces 315-1such as elevators having associated actuators, e.g., servos, solenoids,or other actuators.

Further, the upper and lower wing sections 312-1, 312-2 may includevarious holes, slots, fasteners, nuts, or other attachment elementsconfigured to facilitate removable coupling of various attachablecomponents as further described herein. The various attachablecomponents may include processors, controllers, avionics, electronics,sensors, magnetometers, imaging devices, antenna, global positioningsystem (GPS) antenna, landing gear, or other subsystems or components.

The upper and lower wing sections 312-1, 312-2 may be formed of variousmaterials, such as carbon fiber, composites, aluminum, other metals,plastics, other materials, or combinations thereof. In exampleembodiments, the upper and lower wing sections 312-1, 312-2 maypreferably be formed of carbon fiber or other composites, e.g., usingone or more plies of carbon fiber or other composites as furtherdescribed herein at least with respect to FIGS. 5A and 5B.

As shown in FIG. 3B, the upper and lower wing sections 312-1, 312-2 maybe bonded together with portions of the struts 102 and/or portions ofupper and lower side wing sections, e.g., using film adhesive, pasteadhesive, or other types of adhesives, to form a portion of theairframe.

For example, the upper wing section 312-1 may contact and bond withfirst, upper ends of the vertical struts 102 via brackets or joints316-1 as further described herein at least with respect to FIG. 4A.Opposite ends of the upper wing section 312-1 may bond with respectivebrackets 316-1, and the first, upper ends of the vertical struts 102 mayalso bond with respective brackets 316-1, thereby bonding the upper wingsection 312-1 together with the vertical struts 102.

The lower wing section 312-2 may contact and bond with second, lowerends of the vertical struts 102 via brackets or joints 316-2 as furtherdescribed herein at least with respect to FIG. 4B. Opposite ends of thelower wing section 312-2 may bond with respective brackets 316-2, andthe second, lower ends of the vertical struts 102 may also bond withrespective brackets 316-2, thereby bonding the lower wing section 312-2together with the vertical struts 102.

In this manner, the bonded struts 102, 104, central bulkheads 106,plurality of tail section panels 108, tail section bulkhead 210, andupper and lower wing sections 312-1, 312-2 may form a portion of theoverall structure of the airframe design.

FIG. 3C is a schematic, bonded, front perspective view diagram ofexample upper and lower side wing sections and brackets of an airframedesign, in accordance with implementations of the present disclosure.

The upper side and lower side wing sections 314-1, 314-2 may comprise awing box, a leading edge section, and a trailing edge section as furtherdescribed herein at least with respect to FIGS. 5A and 5B. The upperside and lower side wing sections 314-1, 314-2 may have airfoilcross-sections and may be shaped as substantially straight or flat wingsections with curved sections at one end, e.g., similar to a hockeystick shape, that extend between first, upper ends of the verticalstruts 102 and an end of the horizontal strut 104 for the upper sidewing section 314-1, or between second, lower ends of the vertical struts102 and an end of the horizontal strut 104 for the lower side wingsection 314-2. The upper and lower side wing sections 314-1, 314-2 mayextend substantially vertically and at respective angles relative to aforward flight direction of the aerial vehicle in a horizontal flightconfiguration.

The curved sections of the upper and lower side wing sections 314-1,314-2 may facilitate bonding or joining of upper and lower side wingsections 314-1, 314-2 to upper and lower wing sections 312-1, 312-2along substantially straight or flat portions, e.g., at positionsproximate the upper brackets 316-1 or at positions proximate the lowerbrackets 316-2. This may reduce the complexity, weight, and costassociated with designs or configurations having joints between wingsections that are positioned at or along curved or angled portions.

Ends of the upper and lower side wing sections 314-1, 314-2 may includeflanges configured to contact and bond with other portions of theairframe design, e.g., with portions of the struts 102, 104 and/orportions of upper or lower wing sections 312-1, 312-2 as furtherdescribed herein, via one or more brackets or joints 316-1, 316-2, 318.In addition, the upper side wing sections 314-1 may each include one ormore, e.g., one, control surface 315-2 such as a rudder/elevator havingan associated actuator, e.g., a servo, solenoid, or other actuator.

Further, the upper and lower side wing sections 314-1, 314-2 may includevarious holes, slots, fasteners, nuts, or other attachment elementsconfigured to facilitate removable coupling of various attachablecomponents as further described herein. The various attachablecomponents may include processors, controllers, avionics, electronics,sensors, magnetometers, imaging devices, antenna, global positioningsystem (GPS) antenna, or other subsystems or components.

The upper and lower side wing sections 314-1, 314-2 may be formed ofvarious materials, such as carbon fiber, composites, aluminum, othermetals, plastics, other materials, or combinations thereof. In exampleembodiments, the upper and lower side wing sections 314-1, 314-2 maypreferably be formed of carbon fiber or other composites, e.g., usingone or more plies of carbon fiber or other composites as furtherdescribed herein at least with respect to FIGS. 5A and 5B.

As shown in FIG. 3C, the upper and lower side wing sections 314-1, 314-2may be bonded together with portions of the struts 102, 104 and/orportions of upper and lower wing sections, e.g., using film adhesive,paste adhesive, or other types of adhesives, to form a portion of theairframe.

For example, each upper side wing section 314-1 may contact and bondwith a first, upper end of a vertical strut 102 via a bracket or joint316-1 that is also bonded to an upper wing section 312-1 as furtherdescribed herein at least with respect to FIG. 4A. In addition, eachupper side wing section 314-1 may also contact and bond with an end ofthe horizontal strut 104 via a bracket or joint 318 that is also bondedto a lower side wing section 314-2 as further described herein at leastwith respect to FIGS. 4C and 4D.

Each lower side wing section 314-2 may contact and bond with a second,lower end of a vertical strut 102 via a bracket or joint 316-2 that isalso bonded to a lower wing section 312-2 as further described herein atleast with respect to FIG. 4B. In addition, each lower side wing section314-2 may also contact and bond with an end of the horizontal strut 104via a bracket or joint 318 that is also bonded to an upper side wingsection 314-1 as further described herein at least with respect to FIGS.4C and 4D.

In this manner, the bonded struts 102, 104, central bulkheads 106,plurality of tail section panels 108, tail section bulkhead 210, upperand lower wing sections 312-1, 312-2, and upper and lower side wingsections 314-1, 314-2 may substantially form the overall structure ofthe airframe design, e.g., the bonded frame or assembly.

FIG. 4A is a schematic, bonded, front cutaway perspective view diagramof an example upper wing section and bracket of an airframe design, inaccordance with implementations of the present disclosure.

The upper brackets 316-1 may have airfoil cross-sections substantiallysimilar to respective airfoil cross-sections of the upper wing section312-1 and upper side wing sections 314-1 to which they are bonded,thereby providing substantially continuous and smooth surfacestherebetween. Ends of the upper wing section 312-1 and upper side wingsections 314-1 may include flanges configured to contact and bond withthe upper brackets 316-1. For example, the upper brackets 316-1 may beat least partially inserted into each of the upper wing section 312-1and the upper side wing sections 314-1 to facilitate bonding. Inaddition, the upper brackets 316-1 may include channels 422-1 into whichfirst, upper ends of the vertical struts 102 may be inserted tofacilitate bonding.

Further, the upper brackets 316-1 may include various holes, slots,fasteners, nuts, or other attachment elements configured to facilitateremovable coupling of various attachable components as further describedherein. The various attachable components may include processors,controllers, avionics, electronics, sensors, magnetometers, imagingdevices, antenna, global positioning system (GPS) antenna, or othersubsystems or components.

The upper brackets 316-1 may be formed of various materials, such ascarbon fiber, composites, aluminum, other metals, plastics, othermaterials, or combinations thereof. In example embodiments, the upperbrackets 316-1 may preferably be formed of carbon fiber, othercomposites, e.g., using one or more plies of carbon fiber or othercomposites, aluminum, or other metals.

As shown in FIG. 4A, the upper wing section 312-1, an upper side wingsection 314-1 (not illustrated), and a vertical strut 102 may be bondedtogether via an upper bracket 316-1, e.g., using film adhesive, pasteadhesive, or other types of adhesives, to form a portion of theairframe.

For example, a first, upper end of a vertical strut 102 may be insertedinto and bonded with the channel 422-1 of the upper bracket 316-1. Inaddition, at least a portion of the upper bracket 316-1 may be insertedinto and bonded with an end of the upper wing section 312-1. Further, atleast a portion of the upper bracket 316-1 may be inserted into andbonded with an end of the upper side wing section 314-1.

In this manner, the bonded struts 102, upper wing section 312-1, andupper side wing sections 314-1 may form a portion of the overallstructure of the airframe design.

FIG. 4B is a schematic, bonded, front cutaway perspective view diagramof an example lower side wing section and bracket of an airframe design,in accordance with implementations of the present disclosure.

The lower brackets 316-2 may have airfoil cross-sections substantiallysimilar to respective airfoil cross-sections of the lower wing section312-2 and lower side wing sections 314-2 to which they are bonded,thereby providing substantially continuous and smooth surfacestherebetween. Ends of the lower wing section 312-2 and lower side wingsections 314-2 may include flanges configured to contact and bond withthe lower brackets 316-2. For example, the lower brackets 316-2 may beat least partially inserted into each of the lower wing section 312-2and the lower side wing sections 314-2 to facilitate bonding. Inaddition, the lower brackets 316-2 may include channels 422-2 into whichsecond, lower ends of the vertical struts 102 may be inserted tofacilitate bonding.

Further, the lower brackets 316-2 may include various holes, slots,fasteners, nuts, or other attachment elements configured to facilitateremovable coupling of various attachable components as further describedherein. The various attachable components may include processors,controllers, avionics, electronics, sensors, magnetometers, imagingdevices, antenna, global positioning system (GPS) antenna, landing gear,or other subsystems or components.

The lower brackets 316-2 may be formed of various materials, such ascarbon fiber, composites, aluminum, other metals, plastics, othermaterials, or combinations thereof. In example embodiments, the lowerbrackets 316-2 may preferably be formed of carbon fiber, othercomposites, e.g., using one or more plies of carbon fiber or othercomposites, aluminum, or other metals.

As shown in FIG. 4B, the lower wing section 312-2 (not illustrated), alower side wing section 314-2, and a vertical strut 102 may be bondedtogether via a lower bracket 316-2, e.g., using film adhesive, pasteadhesive, or other types of adhesives, to form a portion of theairframe.

For example, a second, lower end of a vertical strut 102 may be insertedinto and bonded with the channel 422-2 of the lower bracket 316-2. Inaddition, at least a portion of the lower bracket 316-2 may be insertedinto and bonded with an end of the lower wing section 312-2. Further, atleast a portion of the lower bracket 316-2 may be inserted into andbonded with an end of the lower side wing section 314-2.

In this manner, the bonded struts 102, lower wing section 312-2, andlower side wing sections 314-2 may form a portion of the overallstructure of the airframe design.

FIG. 4C is a schematic, bonded, front inner perspective view diagram ofexample upper and lower side wing sections and bracket of an airframedesign, in accordance with implementations of the present disclosure.FIG. 4D is a schematic, bonded, front outer perspective view diagram ofexample upper and lower side wing sections and bracket of an airframedesign, in accordance with implementations of the present disclosure.

The side brackets 318 may include a joint inner 424-1, a joint outer424-2, an upper collar 426-1, and a lower collar 426-2. The joint innerand outer 424-1, 424-2 may form airfoil cross-sections substantiallysimilar to respective airfoil cross-sections of the upper side wingsections 314-1 and lower side wing sections 314-2 to which they arebonded, thereby providing substantially continuous and smooth surfacestherebetween. Ends of the upper side wing sections 314-1 and lower sidewing sections 314-2 may include flanges configured to be insertedbetween the joint inner and outer 424-1, 424-2 and bonded together. Inaddition, an end of the horizontal strut 104 may be at least partiallyinserted into the joint inner 424-1, e.g., through a channel, hole, orflange of the joint inner 424-1, and may be bonded to the joint inner424-1. Further, the upper and lower collars 426-1, 426-2 may be placedin contact with and bonded to the horizontal strut 104 and at least aportion of the joint inner 424-1. In an alternative example embodiment,the upper and lower collars 426-1, 426-2 may be combined into a single,integral collar that may be placed in contact with and bonded to thehorizontal strut 104 and at least a portion of the joint inner 424-1.

Further, the side brackets 318 may include various holes, slots,fasteners, nuts, or other attachment elements configured to facilitateremovable coupling of various attachable components as further describedherein. The various attachable components may include processors,controllers, avionics, electronics, sensors, magnetometers, imagingdevices, antenna, global positioning system (GPS) antenna, or othersubsystems or components.

The side brackets 318 may be formed of various materials, such as carbonfiber, composites, aluminum, other metals, plastics, other materials, orcombinations thereof. In example embodiments, the side brackets 318 maypreferably be formed of carbon fiber, other composites, e.g., using oneor more plies of carbon fiber or other composites, aluminum, or othermetals.

As shown in FIGS. 4C and 4D, an upper side wing section 314-1, a lowerside wing section 314-2, and an end of the horizontal strut 104 may bebonded together via a side bracket 318, e.g., using film adhesive, pasteadhesive, or other types of adhesives, to form a portion of theairframe.

For example, the joint inner and outer 424-1, 424-2 may be placed incontact with and bonded to ends of the upper side wing section 314-1 andlower side wing section 314-2. The end of the horizontal strut 104 maybe inserted into and bonded to the joint inner 424-1. In addition, upperand lower collars 426-1, 426-2 may be placed in contact with and bondedto the horizontal strut 104 and at least a portion of the joint inner424-1.

In an alternative example embodiment, the upper and lower collars 426-1,426-2 may be combined into a single, integral collar that may be placedin contact with and bonded to the horizontal strut 104 and at least aportion of the joint inner 424-1. For example, an end of the horizontalstrut 104 may be inserted into a first end of the single, integralcollar, and a portion of the joint inner 424-1 may be inserted into asecond end of the single, integral collar. In addition, the single,integral collar may be bonded to each of the end of the horizontal strut104 and the portion of the joint inner 424-1.

In this manner, the bonded strut 104, upper side wing sections 314-1,and lower side wing sections 314-2 may form a portion of the overallstructure of the airframe design.

FIG. 5A is a schematic, cross-sectional view diagram of an example wingsection of an airframe design, in accordance with implementations of thepresent disclosure. FIG. 5B is a schematic, plan view diagram of anexample wing section of an airframe design, in accordance withimplementations of the present disclosure.

Each of the upper wing section 312-1, lower wing section 312-2, upperside wing sections 314-1, and lower side wing sections 314-2 may includea wing box 530, a leading edge section 536, and a trailing edge section537. The different wing sections described herein may generally have asimilar structure and construction as described herein. The variousportions of the different wing sections may combine to form overallairfoil cross-sections for each wing section. The various aspects of theairfoil cross-sections, e.g., chord length, thickness, camber, leadingedge, trailing edge, or other aspects, of each of the different wingsections may be the same, similar, or different for each of the upperwing section 312-1, lower wing section 312-2, upper side wing sections314-1, and lower side wing sections 314-2.

The wing box 530 may comprise a substantially hollow box or centralsection of a wing section that may reduce the weight of the wingsection. The substantially hollow wing box 530 may be bounded by anupper skin 532-1, a lower skin 532-2, a front spar 533, and a rear spar535. The front spar may be positioned at approximately 5-20%, preferablyat approximately 10%, of the chord length from the leading edge of thewing section, and the rear spar may be positioned at approximately60-90%, preferably at approximately 70-75%, of the chord length from theleading edge of the wing section. In addition, the upper and lower skins532-1, 532-2 of the wing box 530 may include one or more plies ofmaterial. Similarly, the front and rear spars 533, 535 of the wing box530 may also include one or more plies of material.

Further, the upper skin 532-1 of the wing box 530 may include one ormore upper stringers 534-1, and the lower skin 532-2 of the wing box 530may also include one or more lower stringers 534-2. The upper and lowerstringers 534-1, 534-2 may comprise strips or lengths of material, e.g.,carbon fiber tape, that extend spanwise along the wing section.Moreover, the upper skin 532-1 of the wing box 530 may include one ormore upper ribs 534-3, and the lower skin 532-2 of the wing box 530 mayalso include one or more lower ribs 534-3. The upper and lower ribs534-3 may comprise strips or lengths of material, e.g., carbon fibertape, that extend chordwise along the wing section. The one or moreupper and lower stringers 534-1, 534-2, as well as the one or more upperand lower ribs 534-3, may provide the substantially hollow wing box 530with sufficient stiffness and strength to withstand forces duringoperation.

Each wing section may also comprise a substantially hollow leading edgesection 536 and a substantially hollow trailing edge section 537. Theleading edge section 536 may be bounded by a leading edge skin 538 thatis coupled or bonded to the front spar 533 of the wing box 530. Inaddition, the trailing edge section 537 may be bounded by a trailingedge skin 539 that is coupled or bonded to the rear spar 535 of the wingbox 530. In other example embodiments, the leading edge section 536and/or the trailing edge section 537 may be substantially filled withfoam or other lightweight materials to provide stiffness and strength.Further, the leading and trailing edge skins 538, 539 may include one ormore plies of material.

The wing sections, including a wing box 530, a leading edge section 536,a trailing edge section 537, and various components or portions thereof,may be formed of various materials, such as carbon fiber, composites,aluminum, other metals, plastics, other materials, or combinationsthereof. In example embodiments, the wing sections may preferably beformed of carbon fiber or other composites, e.g., using one or moreplies of carbon fiber or other composites.

In some example embodiments, plies of material associated with upper andlower skins 532-1, 532-2 may be alternatingly laid with strips of upperand lower stringers 534-1, 534-2 and/or with strips of upper and lowerribs 534-3 to further improve or increase stiffness and strength of thewing box 530. In one example construction, one or two plies of an upperskin 532-1 may be laid, then one strip of an upper stringer 534-1 may belaid, and then one strip of an upper rib 534-3 may be laid, and thissequence of construction may be repeated a number of times. Othernumbers, combinations, or arrangements of the plies of skins and stripsof stringers and/or strips of ribs may also be used to form the wing box530. Further, the number of plies of skins and the number of strips ofstringers and/or ribs may vary between one and approximately six or moreplies or strips for any of the different wing sections. Moreover, thenumber of plies of skins and the number of strips of stringers and/orribs may vary over a span of a single wing section.

FIG. 6A is a schematic, bonded and assembled, front perspective viewdiagram of example motor mounts and forward fuselage of an airframedesign, in accordance with implementations of the present disclosure.

Referring back to the bonded struts 102, 104, central bulkheads 106,plurality of tail section panels 108, tail section bulkhead 210, upperand lower wing sections 312-1, 312-2, and upper and lower side wingsections 314-1, 314-2 that may substantially form the overall structureof the airframe design, e.g., the bonded frame or assembly, asillustrated in FIG. 3C, a forward fuselage 640 may be attached to thebonded frame or assembly, e.g., fastened or removably coupled to theforward central bulkhead 106-1 of the bonded frame. In addition, aplurality of motor mounts 650 may be bonded to the struts 102, 104 ofthe bonded frame or assembly.

The forward fuselage 640 may be removably coupled to the forward centralbulkhead extending toward a forward flight direction of the aerialvehicle in a horizontal flight configuration. In addition, the pluralityof motor mounts 650 may be bonded to respective portions of the struts102, 104 generally facing toward a forward flight direction of theaerial vehicle in a horizontal flight configuration.

FIG. 6B is a schematic, front perspective view diagram of an exampleforward fuselage of an airframe design, in accordance withimplementations of the present disclosure. FIG. 6C is a schematic, sideperspective view diagram of an example assembled, forward fuselage of anairframe design, in accordance with implementations of the presentdisclosure.

The forward fuselage 640 may comprise a plurality of forward fuselagepanels 642, such as a first side panel 642-1 and a second side panel642-2, as well as a plurality of structural members 643. The pluralityof forward fuselage panels 642 may be coupled, attached, or bonded witheach other via the structural members 643. In addition, the plurality offorward fuselage panels 642 may be shaped as substantially flat platesand may include flanges along one or more edges that are configured tocouple, attach, or bond with other portions or components of the forwardfuselage 640 and/or other portions of the airframe design, e.g., withportions of the central bulkheads 106 as further described herein.

Further, the plurality of forward fuselage panels 642 and structuralmembers 643 may include various holes, slots, fasteners, nuts, or otherattachment elements configured to facilitate removable coupling ofvarious attachable components as further described herein. The variousattachable components may include processors, controllers, avionics,electronics, sensors, imaging devices, power supplies, antenna, packagedelivery systems, packages, or other subsystems or components.

The plurality of forward fuselage panels 642 and structural members 643may be formed of various materials, such as carbon fiber, composites,aluminum, other metals, plastics, other materials, or combinationsthereof. In example embodiments, the plurality of forward fuselagepanels 642 may preferably be formed of carbon fiber or other composites,e.g., using one or more plies of carbon fiber or other composites, andthe plurality of structural members 643 may preferably be formed ofaluminum or other metals.

As shown in FIG. 6B, the plurality of forward fuselage panels 642 andstructural members 643 may be bonded together, e.g., using filmadhesive, paste adhesive, or other types of adhesives, to form a portionof the airframe.

In this manner, the bonded forward fuselage panels 642 and structuralmembers 643 may form the structure, e.g., similar to a bonded uni-bodystructure or exoskeleton, for the forward fuselage 640. Further, theforward fuselage 640 may be removably coupled or attached, e.g., usingfasteners or other attachment elements, to the bonded frame or assembly,e.g., via attachment to the forward central bulkhead.

In an alternative example embodiment, one or more portions of theforward fuselage 640, including one or more of the plurality of forwardfuselage panels 642 and structural members 643, may be integrally formedwith one or more of the central bulkheads, including the forward centralbulkhead and/or the aft central bulkhead. With the integral formation ofone or more portions of the forward fuselage 640 with one or more of thecentral bulkheads, the number of parts of the bonded frame or assemblymay be further reduced, thereby reducing complexity, cost, and weight,while also improving strength and stiffness of the overall structure ofthe airframe design.

As shown in FIG. 6C, the various attachable components may include oneor more access panels 644, one or more components 645, and a nose cone646. For example, the one or more access panels 644 may be removablycoupled or attached to the forward fuselage panels 642 to facilitatefabrication, assembly, and maintenance associated with the forwardfuselage 640 and various components therein. In addition, the nose cone646 may also be removably coupled or attached to the forward fuselage640 to facilitate fabrication, assembly, and maintenance associated withthe forward fuselage 640 and various components therein. In some exampleembodiments, the nose cone 646 may include one or more access panels tofacilitate removal and replacement of power supplies.

The one or more components 645 may include processors, controllers645-2, avionics, electronics 645-1, heat management systems 645-3,sensors 645-5, 645-6, imaging devices, power supplies 645-4, antenna645-7, 645-8, package delivery systems, packages, or other subsystems orcomponents that may be removably coupled or attached to the forwardfuselage 640. In some example embodiments, one or more components 645may be positioned or configured as a structural part of one or moreforward fuselage panels 642, such as electronics 645-1, controller645-2, and/or power supplies 645-4. In such examples, in addition to theprimary functions or operations performed by such components, at least aportion of such components may also contribute to the structure, e.g.,similar to a bonded uni-body structure or exoskeleton, of the forwardfuselage 640. Further, the positioning of such components as part of oneor more forward fuselage panels 642 may further facilitate fabrication,assembly, and maintenance associated with the forward fuselage 640 andvarious components therein.

The access panels 644 and nose cone 646 may be formed of variousmaterials, such as carbon fiber, composites, aluminum, other metals,plastics, other materials, or combinations thereof. In exampleembodiments, the access panels 644 and nose cone 646 may preferably beformed of carbon fiber, other composites, or plastics.

In this manner, the forward fuselage 640 may be removably attached to abonded frame or assembly. Further, the forward fuselage 640 may receiveand removably house a plurality of attachable components. Thus, thedesign and configuration of the forward fuselage 640 may facilitatefabrication, assembly, and maintenance of the forward fuselage 640 as asingle unit, as well as fabrication, assembly, and maintenance ofvarious attachable components received by and removably housed withinthe forward fuselage 640.

FIG. 7A is a schematic, bonded, rear perspective view diagram of examplemotor mounts of an airframe design, in accordance with implementationsof the present disclosure. FIG. 7B is a schematic, bonded, frontperspective view diagram of example motor mounts of an airframe design,in accordance with implementations of the present disclosure.

The motor mounts 650 may comprise a plurality of portions, including acollar 752, a retainer 753, an upper motor bracket 754-1, and a lowermotor bracket 754-2. The plurality of portions of the motor mounts 650may contact and bond with portions of the struts 102, 104 and maygenerally face toward a forward flight direction of the aerial vehiclein a horizontal flight configuration.

The collar 752 may be shaped to make contact and bond with outersurfaces of the struts 102, 104, e.g., at least partially extendingaround a trailing edge of the struts 102, 104. The retainer 753 may beshaped to make contact and bond with outer surfaces of the struts 102,104, e.g., at least partially extending around a leading edge of thestruts 102, 104. In addition, the collar 752 and retainer 753 may bondwith each other along corresponding mating surfaces proximate theleading edge of the struts 102, 104.

The upper and lower motor brackets 754-1, 754-2 may be shaped to makecontact and bond with portions of the collar 752, and may be furtherattached to portions of the collar 752 and retainer 753 via rivets 755,e.g., bond assist rivets to hold relative positions of the portions ofthe motor mounts 650 during bonding. Further, the upper and lower motorbrackets 754-1, 754-2 may each include flanges with corresponding holes,slots, fasteners 757, nuts, or other attachment elements configured tofacilitate removable coupling of motors 756 and propellers as furtherdescribed herein.

The plurality of portions of the motor mounts 650 may be formed ofvarious materials, such as carbon fiber, composites, aluminum, othermetals, plastics, other materials, or combinations thereof. In exampleembodiments, the plurality of portions of the motor mounts 650 maypreferably be formed of carbon fiber or other composites, e.g., usingone or more plies of carbon fiber or other composites, or aluminum orother metals.

As shown in FIGS. 7A and 7B, the plurality of portions of the motormounts 650 may be bonded together with portions of the struts 102, 104and adjacent portions of the motor mounts, e.g., using film adhesive,paste adhesive, or other types of adhesives, to form a portion of theairframe.

For example, the collar 752 may be bonded to an outer surface, e.g.,including a trailing edge, of a strut 102, 104. In addition, theretainer 753 may be bonded to an outer surface, e.g., including aleading edge, of a strut 102, 104 and to corresponding mating surfaceswith the collar 752. Moreover, the upper and lower motor brackets 754-1,754-2 may be riveted to the collar 752 and retainer 753, and bonded toouter surfaces of the collar 752.

In this manner, the bonded struts 102, 104 and motor mounts 650 may forma portion of the overall structure of the airframe design.

FIG. 8A is a schematic, assembled, front perspective view diagram ofexample motors, propellers, motor pod fairings, and stabilizer fin of anairframe design, in accordance with implementations of the presentdisclosure.

Referring back to the bonded struts 102, 104, central bulkheads 106,plurality of tail section panels 108, tail section bulkhead 210, upperand lower wing sections 312-1, 312-2, upper and lower side wing sections314-1, 314-2, and motor mounts 650 that may substantially form theoverall structure of the airframe design, e.g., the bonded frame orassembly, as illustrated in FIGS. 3C and 6A, a forward fuselage 640 maybe attached to the bonded frame or assembly, e.g., fastened or removablycoupled to the forward central bulkhead 106-1 of the bonded frame. Inaddition, a plurality of propellers 860, respective motors 756, andmotor pod fairings 862 may be attached, fastened, or removably coupledto respective motor mounts 650 of the bonded frame or assembly. Further,a stabilizer fin 864 may also be attached to the bonded frame orassembly, e.g., fastened or removably coupled to the upper wing section312-1 and the tail section.

As described herein, the forward fuselage 640 may be removably coupledto the forward central bulkhead extending toward a forward flightdirection of the aerial vehicle in a horizontal flight configuration, asshown in FIG. 8A. In addition, the plurality of propellers 860 andrespective motors 756 may be removably coupled to the plurality of motormounts 650 generally facing toward a forward flight direction of theaerial vehicle in a horizontal flight configuration. Further, the motorpod fairings 862 may be removably coupled to the plurality of motormounts 650 generally facing away from a forward flight direction of theaerial vehicle in a horizontal flight configuration.

The plurality of propellers 860 and motor pod fairings 862 may be formedof various materials, such as carbon fiber, composites, aluminum, othermetals, plastics, other materials, or combinations thereof. In exampleembodiments, the plurality of propellers 860 and motor pod fairings 862may preferably be formed of carbon fiber or other composites, e.g.,using one or more plies of carbon fiber or other composites.

In this manner, the plurality of propellers 860, respective motors 756,and motor pod fairings 862 may be removably attached to a bonded frameor assembly, thereby facilitating fabrication, assembly, and maintenanceof the various components of the aerial vehicle.

FIG. 8B is a schematic, front perspective view diagram of an examplestabilizer fin of an airframe design, in accordance with implementationsof the present disclosure. FIG. 8C is a schematic, side perspective viewdiagram of an example stabilizer fin and tail section mount of anairframe design, in accordance with implementations of the presentdisclosure.

The stabilizer fin 864 may have an airfoil cross-section that variesover the vertical length, or span, of the stabilizer fin 864, as shownin FIG. 8B. The various aspects of the airfoil cross-section, e.g.,chord length, thickness, camber, leading edge 868, trailing edge 869, orother aspects, of portions of the stabilizer fin 864 may vary over itsspan. For example, the chord length may vary over the span of thestabilizer fin 864, with a longer chord length proximate an attachmentto the upper wing section, and a shorter chord length proximate anattachment to the tail section. Further, as shown in FIG. 8B, the chordlength may have a first linear variation over a first portion of thespan of the stabilizer fin 864, and may have a second linear variationover a second portion of the span of the stabilizer fin 864.

The stabilizer fin 864 may be removably coupled to the upper wingsection, e.g., at an approximate center of the upper wing section, viaattachment to a bracket associated with the upper wing section usingfasteners. The bracket of the upper wing section may be bonded to theupper wing section, or may be formed integrally with the upper wingsection.

The stabilizer fin 864 may be removably coupled to the tail section,e.g., via a slot or hole 207 of the upper tail section panel 108-1, asshown in FIG. 2 , using a floating connection. The floating connectionmay comprise a three-dimensional lattice 867 into which an end 865 ofthe stabilizer fin 864 may be inserted. The three-dimensional lattice867 may be formed of an at least partially compliant or flexiblematerial, such as rubber, silicone, or other similar materials. Inaddition, the three-dimensional lattice 867 may be fabricated via 3-Dprinting or other manufacturing methods.

The three-dimensional lattice 867 may be designed, configured, or formedto have different amounts or levels of compliance associated withdifferent directions relative to the three-dimensional lattice 867. Forexample, the three-dimensional lattice 867 may be relatively morecompliant in an up-down direction or fore-aft direction relative to aforward flight direction of the aerial vehicle in a horizontal flightconfiguration. Further, the three-dimensional lattice 867 may berelatively less compliant in a left-right direction relative to aforward flight direction of the aerial vehicle in a horizontal flightconfiguration.

The stabilizer fin 864 may be formed of various materials, such ascarbon fiber, composites, aluminum, other metals, plastics, othermaterials, or combinations thereof. In example embodiments, thestabilizer fin 864 may preferably be formed of carbon fiber or othercomposites, e.g., using one or more plies of carbon fiber or othercomposites.

In this manner, the stabilizer fin 864 may be removably attached to abonded frame or assembly, thereby facilitating fabrication, assembly,and maintenance of the various components of the aerial vehicle.

FIG. 9 is a schematic, assembled, side view diagram of example landinggear of an airframe design, in accordance with implementations of thepresent disclosure.

Referring back to the bonded struts 102, 104, central bulkheads 106,plurality of tail section panels 108, tail section bulkhead 210, upperand lower wing sections 312-1, 312-2, upper and lower side wing sections314-1, 314-2, and motor mounts 650 that may substantially form theoverall structure of the airframe design, e.g., the bonded frame orassembly, as illustrated in FIGS. 3C, 6A, and 8A, one or more landinggear 972, 974 may be attached to the bonded frame or assembly, e.g.,fastened or removably coupled to the lower brackets 316-2, the tailsection panels 108, and/or the tail section bulkhead 210.

The lower landing gear 972 may be coupled to the lower brackets 316-2that are bonded to the lower wing section 312-2, lower side wingsections 314-2, and second, lower ends of the vertical struts 102. Eachlower bracket 316-2 may include a respective lower landing gear 972. Thelower landing gear 972 may generally extend away from a forward flightdirection of the aerial vehicle in a horizontal flight configuration, asshown in FIG. 8A, and may generally extend toward a downward flightdirection of the aerial vehicle in a vertical flight configuration, asshown in FIG. 9 .

The lower landing gear 972 may be formed of various materials, such ascarbon fiber, composites, aluminum, other metals, plastics, othermaterials, or combinations thereof. In example embodiments, the lowerlanding gear 972 may preferably be formed or shaped as an at leastpartially compliant or flexible metal, plastic, or composite beam, e.g.,similar to a leaf spring, to facilitate compliant and safe landing ofthe aerial vehicle.

The tail section landing gear 974 may be coupled to the tail sectionpanels 108 and/or the tail section bulkhead 210 that is bonded to thetail section panels 108. One or more tail section landing gear 974 maybe attached to the tail section panels 108 and/or the tail sectionbulkhead 210 along its width, and/or the tail section landing gear 974may extend at least partially, or substantially completely, along thewidth of the tail section bulkhead 210. The tail section landing gear974 may generally extend away from a forward flight direction of theaerial vehicle in a horizontal flight configuration, as shown in FIG.8A, and may generally extend toward a downward flight direction of theaerial vehicle in a vertical flight configuration, as shown in FIG. 9 .

The tail section landing gear 974 may be formed of various materials,such as composites, aluminum, other metals, plastics, rubber, silicone,other materials, or combinations thereof. In example embodiments, thetail section landing gear 974 may preferably be formed of an at leastpartially compliant or flexible elastomeric, rubber, or siliconematerial having a desired elasticity, e.g., similar to a rubber bumper,to facilitate compliant and safe landing of the aerial vehicle.

In this manner, the landing gear 972, 974 may be removably attached to abonded frame or assembly, thereby facilitating fabrication, assembly,and maintenance of the various components of the aerial vehicle.

FIG. 10 is a flow diagram illustrating an example vehicle bondingprocess 1000, in accordance with implementations of the presentdisclosure.

The process 1000 may begin by bonding vertical struts, a horizontalstrut, and central bulkheads, as at 1002. For example, as shown anddescribed at least with respect to FIGS. 1A and 1B, two vertical strutsand a horizontal strut may be bonded together. In addition, a forwardcentral bulkhead and an aft central bulkhead may be bonded to the twovertical struts and the horizontal strut. In this manner, the bondedstruts and central bulkheads may form a portion of the overall structureof the airframe design.

The process 1000 may continue by bonding tail section panels to thestruts and the central bulkheads, as at 1004. For example, as shown anddescribed at least with respect to FIGS. 1C, 1D, and 2 , an upper tailsection panel, a lower tail section panel, and two side tail sectionpanels may be bonded together. In addition, the tail section panels maybe bonded to the two vertical struts, the horizontal strut, and thecentral bulkheads. In this manner, the bonded tail section panels mayform the structure, e.g., similar to a bonded uni-body structure orexoskeleton, for the tail section. Further, the bonded struts, centralbulkheads, and plurality of tail section panels may form a portion ofthe overall structure of the airframe design.

The process 1000 may proceed by bonding a tail section bulkhead the tailsection panels, as at 1006. For example, as shown and described at leastwith respect to FIGS. 1C, 1D, and 2, a tail section bulkhead may bebonded to the plurality of tail section panels, that may in turn bebonded to the two vertical struts, the horizontal strut, and the centralbulkheads. In this manner, the bonded tail section panels and tailsection bulkhead may form the structure, e.g., similar to a bondeduni-body structure or exoskeleton, for the tail section. Further, thebonded struts, central bulkheads, plurality of tail section panels, andtail section bulkhead may form a portion of the overall structure of theairframe design.

The process 1000 may continue to bond upper and lower wing sections withthe vertical struts via brackets, as at 1008. For example, as shown anddescribed at least with respect to FIGS. 3A-5B, an upper wing sectionmay be bonded to first, upper ends of the vertical struts via upperbrackets. In addition, a lower wing section may be bonded to second,lower ends of the vertical struts via lower brackets. In this manner,the bonded struts, central bulkheads, plurality of tail section panels,tail section bulkhead, and upper and lower wing sections may form aportion of the overall structure of the airframe design.

The process 1000 may proceed to bond upper side and lower side wingsections with vertical and horizontal struts via brackets, as at 1010.For example, as shown and described at least with respect to FIGS.3A-5B, an upper side wing section may be bonded to a respective first,upper end of a vertical strut via an upper bracket. In addition, a lowerside wing section may be bonded to a respective second, lower end of avertical strut via a lower bracket. Further, the upper side wing sectionand the lower side wing section may each be bonded to an end of ahorizontal strut via a side bracket. In this manner, the bonded struts,central bulkheads, plurality of tail section panels, tail sectionbulkhead, upper and lower wing sections, and upper and lower side wingsections may substantially form the overall structure of the airframedesign, e.g., the bonded frame or assembly.

The process 1000 may continue with bonding motor mounts to the struts,as at 1012. For example, as shown and described at least with respect toFIGS. 6A, 7A, and 7B, a plurality of motor mounts may be bonded torespective struts. In example embodiments, two motor mounts may bebonded to each of the two vertical struts and the horizontal strut. Inthis manner, the bonded struts, central bulkheads, plurality of tailsection panels, tail section bulkhead, upper and lower wing sections,upper and lower side wing sections, and motor mounts may substantiallyform the overall structure of the airframe design, e.g., the bondedframe or assembly.

The process 1000 may then end, as at 1014.

FIG. 11 is a flow diagram illustrating an example vehicle assemblyprocess 1100, in accordance with implementations of the presentdisclosure.

The process 1100 may begin by assembling components to the frontfuselage, as at 1102. For example, as shown and described at least withrespect to FIGS. 6A-6C, the front fuselage may comprise a plurality offorward fuselage panels and a plurality of structural members. Inaddition, the front fuselage may comprise various attachable componentsincluding one or more access panels, one or more components, and a nosecone. Further, the one or more components may include processors,controllers, avionics, electronics, heat management systems, sensors,imaging devices, power supplies, antenna, package delivery systems,packages, or other subsystems or components that may be removablycoupled or attached, e.g., using fasteners or other attachment elements,to the forward fuselage. In this manner, the forward fuselage mayreceive and removably house a plurality of attachable components.

The process 1100 may continue by assembling a nose cone to the frontfuselage, as at 1104. For example, as shown and described at least withrespect to FIGS. 6A-6C, the front fuselage may comprise variousattachable components including one or more access panels, one or morecomponents, and a nose cone. Further, the nose cone may receive or houseone or more components including processors, controllers, avionics,electronics, sensors, imaging devices, power supplies, antenna, or othersubsystems or components that may be removably coupled or attached,e.g., using fasteners or other attachment elements, to the nose coneand/or the forward fuselage. In this manner, the nose cone and/orforward fuselage may receive and removably house a plurality ofattachable components.

The process 1100 may proceed by assembling the front fuselage to thestruts and central bulkheads, as at 1106. For example, as shown anddescribed at least with respect to FIGS. 6A-6C and 8A, the frontfuselage may comprise a plurality of forward fuselage panels and aplurality of structural members. In addition, the front fuselage maycomprise various attachable components including one or more accesspanels, one or more components, and a nose cone. Further, the bondedforward fuselage panels and structural members may form the structure,e.g., similar to a bonded uni-body structure or exoskeleton, for theforward fuselage. Moreover, the forward fuselage may be removablycoupled or attached, e.g., using fasteners or other attachment elements,to the bonded frame or assembly, e.g., via attachment to the forwardcentral bulkhead. In this manner, the forward fuselage may be removablyattached to a bonded frame or assembly.

The process 1100 may continue to assemble motors and propellers to themotor mounts, as at 1108. For example, as shown and described at leastwith respect to FIGS. 7A, 7B, and 8A, a plurality of motors andpropellers may be removably coupled or attached, e.g., using fastenersor other attachment elements, to the motor mounts of the bonded frame orassembly. In this manner, the motors and propellers may be removablyattached to the motor mounts of the bonded frame or assembly.

The process 1100 may proceed to assemble motor pod fairings to the motormounts, as at 1110. For example, as shown and described at least withrespect to FIGS. 7A, 7B, 8A, and 9 , a plurality of motor pod fairingsmay be removably coupled or attached, e.g., using fasteners or otherattachment elements, to the motor mounts of the bonded frame orassembly. In this manner, the motor pod fairings may be removablyattached to the motor mounts of the bonded frame or assembly.

The process 1100 may then continue with assembling a vertical stabilizerfin to the tail section and the upper wing section, as at 1112. Forexample, as shown and described at least with respect to FIGS. 2, 8A-8C,and 9 , an upper end of the stabilizer fin may be removably coupled orattached, e.g., using fasteners or other attachment elements, to theupper wing section of the bonded frame or assembly, and a lower end ofthe stabilizer fin may be removably coupled or attached, e.g., using afloating connection, to the tail section of the bonded frame orassembly. In this manner, the vertical stabilizer fin may be removablyattached to the bonded frame or assembly.

The process 1100 may then proceed with assembling landing gear to thetail section bulkhead and the lower wing section brackets, as at 1114.For example, as shown and described at least with respect to FIGS. 2 and9 , lower landing gear may be removably coupled or attached, e.g., usingfasteners or other attachment elements, to the lower brackets associatedwith the lower wing section of the bonded frame or assembly, and tailsection landing gear may be removably coupled or attached, e.g., usingfasteners or other attachment elements, to the tail section panelsand/or the tail section bulkhead of the bonded frame or assembly. Inthis manner, the lower landing gear and tail section landing gear may beremovably attached to the bonded frame or assembly.

The process 1100 may then end, as at 1116.

It should be understood that, unless otherwise explicitly or implicitlyindicated herein, any of the features, characteristics, alternatives ormodifications described regarding a particular implementation herein mayalso be applied, used, or incorporated with any other implementationdescribed herein, and that the drawings and detailed description of thepresent disclosure are intended to cover all modifications, equivalentsand alternatives to the various implementations as defined by theappended claims. Moreover, with respect to the one or more methods orprocesses of the present disclosure described herein, including but notlimited to the flow charts shown in FIGS. 10 and 11 , orders in whichsuch methods or processes are presented are not intended to be construedas any limitation on the claimed inventions, and any number of themethod or process steps or boxes described herein can be omitted,reordered, or combined in any order and/or in parallel to implement themethods or processes described herein. Also, the drawings herein are notdrawn to scale.

Conditional language, such as, among others, “can,” “could,” “might,” or“may,” unless specifically stated otherwise, or otherwise understoodwithin the context as used, is generally intended to convey in apermissive manner that certain implementations could include, or havethe potential to include, but do not mandate or require, certainfeatures, elements and/or steps. In a similar manner, terms such as“include,” “including” and “includes” are generally intended to mean“including, but not limited to.” Thus, such conditional language is notgenerally intended to imply that features, elements and/or steps are inany way required for one or more implementations or that one or moreimplementations necessarily include logic for deciding, with or withoutuser input or prompting, whether these features, elements and/or stepsare included or are to be performed in any particular implementation.

The elements of a method, process, or algorithm described in connectionwith the implementations disclosed herein can be embodied directly inhardware, in a software module stored in one or more memory devices andexecuted by one or more processors, or in a combination of the two. Asoftware module can reside in RAM, flash memory, ROM, EPROM, EEPROM,registers, a hard disk, a removable disk, a CD ROM, a DVD-ROM or anyother form of non-transitory computer-readable storage medium, media, orphysical computer storage known in the art. An example storage mediumcan be coupled to the processor such that the processor can readinformation from, and write information to, the storage medium. In thealternative, the storage medium can be integral to the processor. Thestorage medium can be volatile or nonvolatile. The processor and thestorage medium can reside in an ASIC. The ASIC can reside in a userterminal. In the alternative, the processor and the storage medium canreside as discrete components in a user terminal.

Disjunctive language such as the phrase “at least one of X, Y, or Z,” or“at least one of X, Y and Z,” unless specifically stated otherwise, isotherwise understood with the context as used in general to present thatan item, term, etc., may be either X, Y, or Z, or any combinationthereof (e.g., X, Y, and/or Z). Thus, such disjunctive language is notgenerally intended to, and should not, imply that certainimplementations require at least one of X, at least one of Y, or atleast one of Z to each be present.

Unless otherwise explicitly stated, articles such as “a” or “an” shouldgenerally be interpreted to include one or more described items.Accordingly, phrases such as “a device configured to” are intended toinclude one or more recited devices. Such one or more recited devicescan also be collectively configured to carry out the stated recitations.For example, “a processor configured to carry out recitations A, B andC” can include a first processor configured to carry out recitation Aworking in conjunction with a second processor configured to carry outrecitations B and C.

Language of degree used herein, such as the terms “about,”“approximately,” “generally,” “nearly” or “substantially” as usedherein, represent a value, amount, or characteristic close to the statedvalue, amount, or characteristic that still performs a desired functionor achieves a desired result. For example, the terms “about,”“approximately,” “generally,” “nearly” or “substantially” may refer toan amount that is within less than 10% of, within less than 5% of,within less than 1% of, within less than 0.1% of, and within less than0.01% of the stated amount.

Although the invention has been described and illustrated with respectto illustrative implementations thereof, the foregoing and various otheradditions and omissions may be made therein and thereto withoutdeparting from the spirit and scope of the present disclosure.

What is claimed is:
 1. An aerial vehicle, comprising: a frame,comprising: a bonded assembly, including: one horizontal strut; twovertical struts; a forward central bulkhead; an aft central bulkhead; atail section; an upper wing section; a lower wing section; two upperside wing sections; two lower side wing sections; and six motor mounts;wherein the bonded assembly is adhered together using adhesive; and atleast one component attached to the bonded assembly, the at least onecomponent including at least one of a forward fuselage, a nose cone, amotor, a propeller, a motor pod fairing, a vertical stabilizer, or alanding gear; wherein the at least one component is attached to thebonded assembly using fasteners; wherein the forward central bulkheadcomprises a substantially flat plate that is bonded to an underside ofthe one horizontal strut, and is bonded to forward surfaces of the twovertical struts; and wherein the aft central bulkhead comprises asubstantially flat plate that is bonded to rearward surfaces of the twovertical struts.
 2. The aerial vehicle of claim 1, wherein the tailsection includes an upper tail section panel, a lower tail sectionpanel, two side tail section panels, and a tail section bulkhead thatare bonded together; and wherein the tail section is bonded to the onehorizontal strut, the two vertical struts, the forward central bulkhead,and the aft central bulkhead.
 3. The aerial vehicle of claim 1, whereinthe upper wing section is bonded to first ends of the two verticalstruts via upper brackets; wherein the lower wing section is bonded tosecond ends of the two vertical struts via lower brackets; wherein thetwo upper side wing sections are bonded to the first ends of the twovertical struts and to the upper wing section via the upper brackets;wherein the two lower side wing sections are bonded to the second endsof the two vertical struts and to the lower wing section via the lowerbrackets; wherein a first set of upper side and lower side wing sectionsare bonded to each other and to a first end of the one horizontal strutvia a first side bracket; and wherein a second set of upper side andlower side wing sections are bonded to each other and to a second end ofthe one horizontal strut via a second side bracket.
 4. The aerialvehicle of claim 1, wherein respective two motor mounts of the six motormounts are bonded to each of the one horizontal strut and the twovertical struts.
 5. An aerial vehicle, comprising: a bonded frame,comprising: a horizontal strut; two vertical struts; a central bulkhead;a tail section; and a plurality of wing sections; wherein the bondedframe is adhered together using adhesive; wherein the central bulkheadcomprises: a forward central bulkhead comprising a substantially flatplate; and an aft central bulkhead comprising a substantially flatplate; wherein the forward central bulkhead is bonded to each of thehorizontal strut and the two vertical struts; and wherein the aftcentral bulkhead is bonded to each of the two vertical struts.
 6. Theaerial vehicle of claim 5, wherein the horizontal strut is bonded toeach of the two vertical struts.
 7. The aerial vehicle of claim 5,wherein each of the horizontal strut and the two vertical strutscomprises: a box cross section proximate the central bulkhead; and amodified airfoil cross section at other portions of the horizontal strutand the two vertical struts.
 8. The aerial vehicle of claim 5, whereinthe tail section comprises: an upper tail section panel; a lower tailsection panel; two side tail section panels; and a tail sectionbulkhead; wherein the upper tail section panel, the lower tail sectionpanel, the two side tail section panels, and the tail section bulkheadare bonded together; and wherein the tail section is bonded to thehorizontal strut, the two vertical struts, and the central bulkhead. 9.The aerial vehicle of claim 5, wherein the plurality of wing sectionscomprises: an upper wing section; a lower wing section; two upper sidewing sections; and two lower side wing sections; wherein each of theplurality of wing sections is bonded to adjacent wing sections viabrackets.
 10. The aerial vehicle of claim 9, wherein the upper wingsection and the two upper side wing sections are bonded to first ends ofthe two vertical struts via upper brackets of the brackets; wherein thelower wing section and the two lower side wing sections are bonded tosecond ends of the two vertical struts via lower brackets of thebrackets; wherein a first upper side wing section and a first lower sidewing section are bonded to a first end of the horizontal strut via afirst side bracket of the brackets; and wherein a second upper side wingsection and a second lower side wing section are bonded to a second endof the horizontal strut via a second side bracket of the brackets. 11.The aerial vehicle of claim 5, wherein each of the plurality of wingsections comprises: a hollow wing box between a front spar and a rearspar; a leading edge section coupled to the front spar; and a trailingedge section coupled to the rear spar.
 12. The aerial vehicle of claim11, wherein the hollow wing box further comprises: at least one upperstringer extending spanwise along an upper surface of the hollow wingbox; at least one lower stringer extending spanwise along a lowersurface of the hollow wing box; and at least one rib extending chordwisealong at least one of the upper surface or the lower surface of thehollow wing box.
 13. The aerial vehicle of claim 5, further comprising:a forward fuselage attached to the bonded frame; wherein the forwardfuselage is removably attached to the central bulkhead using fasteners.14. A method of fabricating an aerial vehicle, comprising: bonding,using adhesive, a horizontal strut to two vertical struts; bonding,using adhesive, a forward central bulkhead to the horizontal strut andthe two vertical struts; bonding, using adhesive, an aft centralbulkhead to the two vertical struts; bonding, using adhesive, a tailsection to the horizontal strut, the two vertical struts, the forwardcentral bulkhead, and the aft central bulkhead; and bonding, usingadhesive, a plurality of wing sections to respective ends of thehorizontal strut and the two vertical struts via brackets.
 15. Themethod of claim 14, wherein bonding the tail section further comprisesbonding, using adhesive, an upper tail section panel, a lower tailsection panel, two side tail section panels, and a tail section bulkheadto form the tail section.
 16. The method of claim 14, furthercomprising: bonding, using adhesive, each of the plurality of wingsections to adjacent wing sections via brackets.
 17. The method of claim14, further comprising: bonding, using adhesive, two motor mounts toeach of the horizontal strut and the two vertical struts.
 18. The methodof claim 17, further comprising at least one of: removably attaching,using fasteners, a front fuselage to the forward central bulkhead;removably attaching, using fasteners, a nose cone to the front fuselage;removably attaching, using fasteners, motors and propellers to the motormounts; removably attaching, using fasteners, motor pod fairings to themotors; removably attaching, using fasteners, a first end of a verticalstabilizer to an upper wing section and removably attaching, using afloating connection, a second end of the vertical stabilizer to the tailsection; removably attaching, using fasteners, flexible landing gear toa lower wing section; or removably attaching, using fasteners,elastomeric landing gear to the tail section.